Carburetor



Sep'l- 29, l931 E. F. clGLlA E1' AL. 1,325,384

CARBURETOR Filed Nov. 18, 1921 :5 sheets-sheet 1 Sept 29, 1931# E. F. clGLlA ET AL. 1,825,384

CARBURETOR Filed Nov. 1s, 1927 s sneaks-sheet 2 E. F. clGLlA ET AL GARBURETOR FledNov. 18, 1927 v3 Sheets-Sheet 3 w@ MQ WQ wh N mi nl m@ am 5 m l E Zonal# lPelleL'er) q ATTORNEY i Sept. 29, 1931.

`Patented Sept. 29, 1931 UNITED STATES PATENT OFFICE l ERNESTO E. cIeLIA, or scARsnALE AND LoUIs'r. PELLETIER, or EAST Enom; NEW

Yoan, AssIeNoEs or ONE-'EQURTH 'ro' WALTER W. IRWIN, or NEW Yonx, N. Y., AND ONE-FOURTH To vIc'roR von scIILEGELI., or WHITE PLAINS, NEW vom:

CABBUZRETOR Appiieationnled November 1s. 1927. ,serial No. 234,199.

This invention relates to vaporizing devices and more particularly to carburetors for vehicles using internal combustion engines though it is noted that the invention is not limited to suchv vehicles n'or in some respects even to carburetors.

One ofthe primary objects ofi the inventionl is to provide novel meansfor carburetting air in a carburetor .in such a manner that the air is uniformly and completelyr4 disposed through'i a body of atomized fuel as gasolene, for example. l

Another principal object of the invention is to provide a plurality of concentrically arranged atomizing nozzles within the carburetor body in such a mannerl that air rushing by such nozzles is subjected to what we term a ripping or dividing action, resulting in a uniform and complete mixture of air and atomized gasolene. i

Another object in our present construction relates to themeans wherebyfduring idlin position of the engine only a predetermine number of the atomizing nozzles are in operation to create sufficient volume of gasified fuel for idling conditions.

A further object resides in providing means whereby when the engine is operated to run at other than idling speeds, an additional sequence of nozzles are opened automaticallyby the aspiration of the engine pistons, during the intake stroke, whereby to furnish greater atomized fuel volumes synchronously with greater engine speeds.

A further object in our device is the provision of means whereby engine suction speeds automatically control on engine-suction operated Venturi shaped piston valve not only to cover or uncover jet nozzles, but also to control automatically the flow of fuel to the carburetor nozzles from a ioat chamber.

Still a further object in our construction is the provision of means in combination with said engine suction operated piston valve whereby said valve is controlled to operate to open the jet nozzles at lpredetermined rates of speed by the addition of a control means, herein disclosed as a dash pot; fuel supplied to the multiple nozzles being withinsaid dash pot and Ioperating'in such a manner that the4 said piston valve operates against a liquid cushion, thereby to Vprevent saidengine suc tion valve means from' beinv operated too rapidly toany desired ratios; t ereby supply- Ing fuel mixture to the engine in a controlled manner so that 'acceleration of the engine is gradually permitted;thereby giving an accelerated engine speed from idlin .to top speeds should the engine throttle su denly be opened.

Other objects of the invention are to improve generally the simplicit and eiciency of such devices and to provide a device or apparatus of this kind which is economical, durable and reliable in operation, and economical to manufacture.

Still other objects of the invention will appear as the description proceeds; and while erein details of the invention are described andclaimed, the invention is not limited to these, since many and various changes may be made without departingl from the scope of the invention as claimed in the broader claims.

The inventive features for the accomplishment of these and other objects are shown herein in connection with an embodiment of a preferred form of our carburetor which, very briefly stated, includes a carburetor cas- Ing having therein a jet head disposed intermediately thereof and pointed toward the discharge end, and a piston valve in said casing, yieldably pressed toward the head and having a Venturi passage between said head and the discharge end.

In the drawings:

Fig. 1 is a side view of the carburetor.

Fig. 2 is an opposite side view thereof.

Fig. 3 isY a sectional view of Fig. 2, taken on the medial plane therethrough.

Fig. 4 is a sectional view taken on the line 44, FigfQ, looking in the direction of the Fig. 6 is an enlarged sectional view of the Fig. 8 is a plan view of the multiple jet device with the upper main casing removed.

In Fig. 3, which is a complete sectional view of our apparatus, the carburetor comprises a main casing 1, mounting a fuel butterfly throttle valve 2 in the upper constricted portion thereof, said valve being' mounted upon a shaft 3 and controlled by a lever arm 4, Fig. 1. The lever arm is made in the form of a split clamp held to the shaft 3 exteriorlv of the carburetor by la locking screw 5. The clamp in addition to being provided with the lever arm 4 has a pair of offset stop arms 6 and 7 which carry adjustable stop screws 8 and 9-therein for the purpose of' coacting with a lug 10 cast upon the outer side of thecasing 1 whereby to limit the full onen position of the said throttle valve 2 duringoperation. This throttle valve controls the outflow of atomized fuel mixture in the customary manner and need not further be described.

Referring to Fig. 3. the cylindrical throttle valve neck 11 which is somewhat smaller than the casing 1 is provided with a locking flange 12 having` suitable openings 13 and 14 therein wherebv the carburetor may be afiixed to the connecting flange of the intake manifold of an engine in the usual manner.

In Fig. 3, the casing 1 is shown as having va connecting web 15 to which is mounted the float chamber 16 in the customary manner. The float chamber is closed by a lid 17 and carries a vertical needle valve support 18 of sufficient length to guide an interiorly mounted float stem 19 to which is affixed a float 20. The bottom end of said stem 19 is constructed in the form of a needle valve 21 and cooper# ates with a removable valve seat 22, which is threadedly mounted into the bottom 23 of the float chamber 16.

The float chamber lid 17 is provided with a pair of yoke supports 24 which in turn pivotally mount a pair of pivoted float control arms 26. These arms rest on the top of the yfloat and are controlled by the rise and fall thereof through a yoke connection 27 upon the stem 19 to cause'the needle valve 19-21 to release or shut off the flow of gasolene to said float chamber. The float is suitably bored to permit the needle valve 19-21 to rise and fall through the center thereof so as to be under control of the float 20 as previously described.

`The bottom 23 of the. float chamber is provided with a downstanding bored hub 27 which is provided with a plurality of small orifices 28l drilled therethrough and is surrounded by a cast hollow union 28, the upper edges of which engage against a machined seat 29 in said bottom 23. The union is provided with a threaded boss 30 to receive therein a suitable gasolene feed pipe 31 from any source of gasolene tank supply, not shown. The union is held in its operative position against the bottom 23 in a liquid tight manner by a screw'32 which presses against a suitable washer 33, thepupper end of the said screw 32 being thr'eadedly received intogthe bottom of a bore of the hub 28. As described, this constitutes the float chamber assembly.

As a means for passing fuel from the float .chamber 16 to the interior of the mixing chamber casing 1, there is provided, as shown in Fig. 2, an .integral cast tubular extension 34 which has a short nipple connection 35 and a compression coupling 36 whereby said nipple is attached to an integral vertical duct 37, the bottom end'of -which is plugged in a fluid tight manner with a plug 38, andthe construction of which is more fully shown in the sectional view, Fig. 4.

n this latter view, and also Fig. 8, which is a plan view, this construction is shown as embodying in a preferably single integralcasting an annular flange 39, which is bored with equi-spaced holes 40 whereby to attach this construction to the main casing 1 in assembled operative position.

This annular flange 39 and the appurtenant parts about to be described are'in a single assembly, and are so adapted as to be affixed to the flange 41, located at the upper fuel passage or duct of the main casing 1. From tile duct 34, the port 42 rises vertically to permit the flow of gasolene from 34, 35 upwardly until it meets the main duct 43 which is plugged on both ends as at A44 and 45 by threaded plugs. These plugs Vare inserted after the duct 43 has been bored therein. The upper end of the duct 42 is further provided with an inner sleeve valve or metering sleeve 46, Figs. 4, 6 and 7, the upper end of which is provided with a shoulder 47, and the lower end of which is opened as at 48, thereby to permit the upward flow of gasolene on its way to duct 42. The said sleeve 46 is further provided with an opening at one side thereof, as at 49, and registering with the inlet to the main duct 43. When the sleeve 46 is moved upwardly or downwardly, the opening from the sleeve 46 into the duct 43 isv either opened in full, as shown in Fig. 7, or only partially opened as in Fig. 6, and thereby, to a certain extent constitutes a metering valve. The purpose of this particular construction is to set the carburetor so that it will supply the predetermined amount of fuel to engines of varying capacities, it being understood that in .the present carburetor construction this ca rburetor, owing to its peculiar construction is adaptable to many engine sizes, owing to the great efliciency with which it effects fuel mixture during operation of the engine.

' needle to said control stud 55.

As a means for operatinv the metering sleeve 46 in the upward or downward position, as previously described, reference may be had to Fig. 2 in which the sleeve 46 is shown lin outline together with its shoulder 47 A bell crank lever 48 is pivotally attached to teat 52 which engages in a hole in the shoulderv 47 of the meterlng sleeve .46, so that movenient of the arm 48 from the position of the fu l1 lines of Fig. 2 to the dotted lines of Fig. 2 causes the sleeve 46 to move from the position shown in Fig. 6 to the position shown in Fig 7.

For the purpose of preventing the bell crank arm 48 from moving too freely, it is mounted on the side ofthe casing 1 by a locking screw 53, Fig. 2.

As a further means for varying and controlling the dow of gasolene into duct 43 in accordance with engine demands after the metering valve 46 has been set, there is provided a tlattened reciprocal needle valve 54, Figs. 4, 6 and 7, which is mounted within the bore ci the metering sleeve 46 in a fluid-tight manner, but capable of vertical movement therein. The upper end oi said needle valve 54 is mounted within a control stud 55, the outer end of which is threaded and receives 'therein a thumb nut 56 whereby to lock the PThe inner end ot the control stud 55, Fig. 4.v is threadedly positioned in what l call a Venturi-shaped piston valve 57, the same being mounted to slidably t within the interior of the casing l, and which valve is reciprocal up and down within the said casing 1 during theactive periods oi the engine, as will be later described. lln .order that the stud 55 may reciprocate with the valve 57, and thereby carry the needle valve 54, as previously described, the main casing 1 is provided with a slot 58, said slot also being shown in Fig. 2. rThis .slot is cut through the casing Wall and c ovl vered against air leakage into the mixing chamber in the interior casingl, by the side wall and contour of the piston actuated valve A57, so that when said valve is moved upwardly or downwardly, according to the state of action ot the engine, the needle valve 54 is moved upwardly or downwardly according to engine demands.

By referring to Fig. 3 the piston actuated Jluel control valve 57 is shown in the downward position, and in Fig. 4 it is shown in its upward or maximum position, and while in downward position4 the engine is either idling or at standstill, and when in the upward position is running at full speed. Due to the suction action of the pistons said valve is lifted upwardly as in Fig. 4, or due to lack of suction action said valve moves downwardly 1n non-operatlve position, as in Fig. 3./

' The movable piston valve cooperates witha conical multiple jet head 59, Fi s. 3,4 and 8 to produce the atomized fuel for t e engine. As indicated in Fig. 4 this multiple jet head comprises an upper conically formed head having lower end of the neck portion merges into and forms part of the casting which also forms the duct 43. It will be further noted, as in Figs. 3 and 4, that the neck portion 60 has a hollow interior 61 whereby gasolene may be fed therein and that in Fig. 4 fuel is admitted to the hollow interior by means of a duct 62 which is in connection with the duct 43. At the upper end of the annular hollow chamber 61 and upon the'conical face of the multiple jet valve 59, isdlocated a plurality 'of jet nozzles 63 arranged concentrically to the central bore 67 which are more fully shown in Fig. 8. These jet nozzles, aswill be obserx ed, have small ports that open into the annular chamber 61, and at their. outer ends are openedv to the interior of the Venturi-shaped valve 57 .a central bore 67 and a neck portion 6 0. The

So that during maximum or near maximum o engine speeds, and when the said valve 57 is lifted by the suction action of the engine, this series of multiple jet nozzles 63 are exposed to the suction action of .the incoming air, the

mand of the engine. 'lhc passage oi air due to engine suction may, however e controlled by the amount ot throttle opening ot the throttle valve 2. During other than idling speeds the Y multiple 'jet nozzles 63 arel exposed to the high; velocity air passing thereby and each of the jet nozzles 63 supply fuel to the incoming air in suitable proportions which fuel being carried upwardly within' the upper portion of the chamber 1 becomes thoroughly atomized and mixed by the vortex action thus created and passes on upwardly into the engine cylinders. The tip of a jet nozzle 63 away from the head overhangs the portion of the tip opposite to it. As seen in Fig. 4, the edge referred to is' arranged in a clawlike manner relative to the path A of the air stream.

This is also true of the j et nozzles 70. There is thus produced a jet nozzle having an outlet.- shaped in an oblate manner. We do not wish to be limited however to such shapes.

y 'so formity of our fuel mixture to the fact that the air rushing by these overhanging portions of the tips of the jet nozzles is ripped or d1- vided or combed, by a series of jet nozzles from which are issuin streams of gasolene. This ripping and coming action, as we desire to term it, results in a very thorough mixing of the air with the gasolene. We thus obtain no columns of mixture rich in the center and lean on the outer parts. We obtain a column of atomized fuel mixture having uniform air concentration throughout the entire column. a i l Obviously, from the foregoing description the greater the speed of the engine the greater the distance the valve 57 will be lifted from its seat on the jetl head 59. The` greater the'volume of air passing at these higher engine speeds the greater will be the amount of gasolene drawn through the jet nozzles 63 so that in any range of engine speedsfin which the valve 57 will occupy a proportional open position relative to the head59 proportional gaso- Iene is drawn into the moving air stream, thus insuring a complete atomized l mixture of..

properly proportioned gasolene and air at all times.

' Owing to the angular inclination of the coacting seat 64 of the valve '57 and the tapering face of the jet head cone 59, incoming air which enters the carburetor intake 65, Fig. 3, and which passes in the direction of the arrow B upwardly and around the jet head in the direction of the arrows A, Fig. 4, is delected and constrained by the wire-drawing action of the Venturi-shaped passage of t-he es bo piston valve 57, thereby increasing the velocity of the air by this point. The suction of the air at this increased velocity issuiiicient f to raise the piston valve 57 in effect creating a variable venturi at the jet head position, such Venturi passage being variable as to the extent of its opening increasing or decreasing `in size as the engine speeds are increased or decreased. y

In order to provide a fuel mixture to permit the engine to turn over at idling speeds, which are normally very low, two-provisions aremade herein. First provision is made for a starting mixture to start the engine when the air inlet is entirely closed by means of I the buttery choke valve 66, as in Fig. 3. Air

is constrainedly admitted by the said valve when starting the engine it being understood that the throttle valve 2 is also closed, and thereby the small amount of air admitted, as per arrows BC, Figs. 3 and 5, is compelled to pass upwardly through the annular air passage 67. In the center of the annular air passage is mounted another constant or nonvariable spray fuel nozzleor nozzle head 68, Figs. 3, 4 and -5. This latter nozzle head is connected and is integral with the fuel duct 43 and has an axial re communicating therewith, so that in addition to fuel interior of the nozzle head cone 59, fuel is also admitted to the fixed central spray nozzle head 68. -This nozzle head is provided at its upper end with a plurality of atomizin jetnozzles 70, which are more Afully shown 1n Fig. 8. Thus, it will be seen that when the choke or priming valve 66 is closed and also the throttle valve 2, about as indicated in Fig. 5, air is constrained in passing so that a small amount of air may pass through the central bore 67 and upwardly, by and around the throttle valve 2.' yBut the gasolene in themixture in this particular instance may not be suflicient for starting, and we have therefore provided an additional fuel supply means, and this is lbest indicated in Figs. 2 and` 5.

By referring to Fig. 2 there is disclosed a bent pipe 71 running from the lbottom of the float chamber 16 and upwardly alongside the mixing chamber casing 1 where it is suitably joined to a coupling 72 which in turn fastens the said pipe 71 to a fuel feed extension 73 which is cast to one side of and upon the neck 11 at the upper part of the carburetor. Gasolene is thus supplied to the duct 7l where it passes upwardly as in Fig. 5, and into a port `nozzle 74 which extends upwardly in the duct or bore 75 of the extension 73. The upper end of the reduced Anozzle 74 is controlled by a threadedly mounted needle valve 76 whereby the amount of liquid fuel passing through the port nozzle 74 is adjustably constrained.

A pair of right-angled ducts 77 and 78 are located in extension 73 and open up into the inner passage 79 controlled by the throttle valve 2 and co-operate with the bore 75 to orm a by-pass so that in the event of starting the engine air passes upwardly and into port 78 as indicated by the arrow A.. The air then passes upwardly in the bore 75 and passes out again above the'throttle valve 2 from a small orifice extension of the port 77, thereby drawing liquid fuel u into the upper passage 79, and thence into t e engine. Thus large quantities of liquid fuel, with a minimum proportion of air, is drawn into theengine for creating a rich mixture for starting purposes.v However, the instant the throttle valve 2 is opened and the choke valve 66 likewise, the suctionpaction of the Vincoming air is all exerted upon the piston valve 57 and the fuel passing from port 77 drops back to float level, and does not enter the carburetor until the throttle valve is again tightly closed.

As a means for preventlng the floating piston valve 57 from moving upwardly too quickly under the influence of a sudden opening 0 the throttle valve 2, and to permit gradual acceleration of the engine, notwith standing the fact that the throttle may be suddenly fully opened, there is provided a dash pot, Fig. 3. It is connected to the said valve 57 by means of a plunger stem 81, the upper i end of which is threadedly'connected and.-

locked to a spider 82 which isinte ally cast at the upper lnterior of the valve 5 ,'thesaid stem extending downwardly through the bore of the fixed spray nozzle 68 and attaching to a Ooved plunger piston 83 which has therein a ylplass valve 84, all of which is mounted wit a dash pot housing 85'which is provided with an inclosure cap or plate 86. The

lunger casing is attachedly mounted to the bottom extension of the i'ixed spray nozzle 68, as at 87, by means of a threaded connection, and when gasolene lows through duct 43 to the interior of the xed spray nozzle 68, and the spray head 59, gasolene also iiows, downwardly into and fills the interior chamber of the dash pot 85 and the nozzle bore up to the level of the fuel in the float chamber. Thus the floating piston valve 57 must operate against the gasolene when lifted upwardly by the influence of the'engine suction. To aid in quick recovery or shut-down of the floating piston valve 57 upon closing of 'the throttle 2 the by-pass check valve 84 is provided. When the piston valve descends the by-pass check valve 84 lifts upwardly, permitting gasolene from the underside of the piston 83 to rapidly pass to the other side f said piston, so that the dash pot permits rapid return thereof under gravity, due to the weight of the valve 57.

The operation of the carburetor has been explained in the above description. Briefly recapitulating, if the throttlel valve 2 is opened and also'the check valve 66 to an extent that'permits the engine `to turn over, but not to run at full speed, air passes through, as previously described, in the direction of the arrows BC, and draws fuel from the central spray nozzles 68 and 7 0;, and supplies the engine with sufficient fuel until a greater demand' for power is required., @n opening the throttle valve 2 to any full open position, the floating piston valve 57 is drawn od its seat by the increased suction, thereby creating a Venturi passage, increasingthe velocity of the air and drawing more gasolene from the nozzles 63, 68 and 7 0 thus supplying a complete and full mixture to the engine at any and all speeds up to maximum speeds.

What we claim is:

1. In combination, a vertical carburetor casing; an upwardly pointed jet .head disposed intermediately of the casing; a piston valve in said casing, having a Venturi passage above said head; a floatchamber; a main ductI disposed diametrically across the carburetor casing below the level in the iioat chamber and communicating with saidhead and provided at one end exterior to the casing with a vertical duct, the lower end portion of which communicates with and receives fuel fromthe float chamber; aI metering sleeve fitting in said vertical duct and provided with an open lower end and a lateral opening registerable with said main duct, whereby fuelmay flow from the iioat chamber into the main duct and out said nozzles; said sleeve being longitudinally 'adjustable to meter the flow of fuel; and a reciprocal needle valve vslidable in said sleeve and connected to said piston'valve and provided with a flattened tapering face adjacent to said lateral openin whereby when thelpiston valve is raised, t e passage to the lateral opening is enlarged.

- 2. In combination, a fioat chamber; a vertical cylindrical carburetor casing open at its upper discharge end and having a large air inlet opening at its lower inlet end portion; .a throttle valve. across said discharge end; a primary valve`l across said inlet opening; a main fuel duct disposed diametrically across the carburetor casing below the level in the lioat chamber; means exterior to the casing establishing communication between said duct and the float chamber; an upwardly pointed conical multiple jet head over said duct and provided. with an axial fuel bore and an outer annular fuel chamber both communicating with said main'duct, and an annular air passage between said bore and annular chamber and establishing communi- 3. lin combination, a carburetor casing having discharge and inlet ends; a main feed duct disposed intermediately of the casing; a head in the casinghaving an inner bore communicating with said main' duct, and an annular air passage around said bore foi."

communication between said ends; and lateral jet nozzles communicating with the uplper end of said bore having overV hanging upper claw-like tips and discharging into said passage. f'

4 In combination, a vertical carburetor casing; an upwardly pointed conical jet head disposed intermediately of the casing and yhaving an annular fuel chamber therein; means supplying fuel to the chamber; a piston valve in said casing, having a Venturi passage above said head; and a series of upwardly and outwardly pointing jet nozzles arranged in an annular vseries on the conical face' of said head and communicating with said annular chamber and provided with an Over-hanging upper claw tip.

5. ln combination, a vertical carburetor casing; an upwardly pointed conical jet head disposed intermediately of the casing; projecting jet nozzles on the conical face of the head and a piston valve slidably fitting -in said casing and having a wide passage therethrough inwardly tapered from both ends to form a Venturi passage therein and vao a lower tapered seatadapted to seat and .fit on said conical head and clearing all the jet nozzles exteriorly thereof when seated' and over-hangin said head when the plston valve is in Iowest position.

6. In combination, a vertical carburetor l casing having an upper discharge end; a

main feed duct disposed intermediately of the casing; an upwardly'pointed head 1n the casing having an inner bore communicating with said main duct, nozzles in said head communicating with said bore; nozzles -arranged around said head vcommunicating With said duct; a iston valve slidable in said casing, having a enturi passage above sald head; a bottom extension bore formedon and communicating with said main duct alined with said axial bore; a dash-pot housing se# cured co-axially thereon; a piston in the housing having an upwardly opening check valve and a stem smaller than the axial bore, disposed in said bores and connected to said pisv and ton and piston valve.

7. In combination, a carburetor casing; a throttle valve across the discharge end thereof; said casing having a by-pass duct communicating wlth the casing respectively on both sides of said valve when closed; a fuelfeed duct passing into the Yby-pa'ss duct and piovided with a port-nozzle in, and spaced from the walls of, the by-pass duct and discharging at a point between the ends of the by-pass duct; and an ex'teriorly adjustable needle adjustable into the discharge end of the port nozzle.

8. In combination, a carburetor Vcasing having a discharge end; a throttle valve across said discharge end; said casing having a pair of by-pass ducts communicating with the casing respectively on both sides of said valve when closed, and a transverse duct assing through said by-pass ducts; a fuel-ed duct closing an end of the transverse duct and in, and spaced from the verse duct and discharging at a point between the by-pass ducts; and an exteriorily adjustable needle valve in the other end of the transverse duct and adjustable into the discharge end of the port nozzle.

9. In combination, a carburetor casing; a jet head disposed intermediately of the casing and pointed toward the discharge end; a

-laterally imperforate piston valve in said casing, yieldably pressed toward said head and having a Venturi passage between said head the discharge end; a throttlelvalve across the discharge end of the casing; said casing having a by-pass duct having its ends communicating with thecasing remote from the piston valve and respectively on both sides of said valve when closed; and a fuel-feed duct passing into theby-pass duct and provided with a port-nozzle in, and spaced from the walls of, the by-pass duct and discharging ljustably disposable in provided with a port-nozzle walls of, the trans- Va duct provided with a at a point between the ends of by-pass duct.

10. In combination, a vertical carburetor casing having an upper discharge end and a lower inlet end; a throttle valve across said discharge end; an upwardly pointed jet head disposed intermediately of the casing; a float chamber communicating with said head; a piston valve in said casing, having a-Venturi passage above said head; said casing being formed with a pair of ducts communicating with the outlet end of the casing at right angles thereto above the highest position of the piston valve, respectively above and below the throttle valve when in closed position, and a transverse duct passing transversely through said right angled ducts; a duct communicating with the ioat chamber and fitting in saidtransverse duct and provided with a port nozzle in, and spaced from the walls of said transverse duct and entering below the lower right angled duct and extending beyond said lower duct to a point about half way between the right angled ducts; whereby fuel mixture by-passing through the right angled ducts exerts an induction action upon said port; and a needle valve comprising an exteriorly adjustable threaded plug adjustably screwed in the upper end of the transverse duct and having a point ador near the discharge end of the port nozzle.

l1. In combination, a vertical carburetor casing having discharge and duct provided with a fuel passage laterally communicating with the duct; means supplying fuel to said passage; an upwardly pointed jet head within the casin and having jet nozzles communicating with said duct; a iston valve slidable in said casing and having a Venturi passage therethrough disposed over said head; a valve member slidable in said fuel passage and connected to said piston Valve and adaptedto cover or vary the passage to the duct; a lever fulcrumed on said casing and connected to said member for adjusting the member; an adjustable sto for said lever; and means for locking the ever.

12. In combination, 'a carburetor casing; a duct provided with a fuel passage; means supplying fuel to said passage; a jet head within the casin communicating with said duct; a longitu inally adjustable metering sleeve fitting in said fuel passage and adapted to cover said duct; and a needle valve stem slidable in said sleeve and having its active end adjacent to said duct to vary the passage thereto.

13. In combination, a carburetor casing; fuel passage; means supplying fuel to said passage; a jet head within the casing communicating with said duct; a valve movable in said casing between said head and the discharge end of the casing; a longitudinall adjustable metering sleeve fitting in said uel passage and adaptinlet ends; a

Lees-,eet

ed to cover said duct; and a needle valve stem slidable in said sleeve and connected to said piston valve and having one end adjacent to said duct to vary the passage thereto.

14. In combination, a. mixing casing having an air' passage therein; and a fuel jet nozzle dischargingV into said passage and having a projecting pointed tip between the nozzle outlet and the discharge end of the pasinto the passage than does the ori sage, said tip extending laterally further into said passage than does said outlet thereby to project into the stream of discharged fuel to divide and mix the fuel and air.

15. In combination, acarburetor having an air passage therein; and jet nozzles discharging laterally approximately perpendicularly into said passage and having over-hanging claw-like tips projecting lateral] further ce of the nozzle and disposed between the orifice and the discharge end of the passage.

16. In combination, a carburetor casing; a conical jet head disposed intermediately of the casing and pointed toward the discharge end; and jet nozzles on said head discharging and having projecting tips between the nozzle orifice and the discharge end of the casing, said tips projecting further from the conical face of the head t an do the orifices of the nozzles. l

17. In combination, a vertical carburetor casing; an upwardly pointed conical jet head disposed intermediately of the casing; 'upwardly and outwardly ointing jet nozzles arranged on'the conical ace of said head and v discharging perpendicularly thereto, and

each provided with an over-han ing upperclaw tip between the nozzle ori 'ce and the discharge end of the casn Signed at New York, in tIx'e county of New York and State of New York, this17th day ERNESTO F. CIGLIA. LOUIS F. PELLETIER.

of November, 

